Car-wheel.



' C. W. SHERMAN.

`CAR WHEEL'. APPLICATION FILED Nov. 3. I9I4.

1,255,937. Patented Feb. 12, 19

2 SHEETS-SHEET I.

Pf. f.,

b Y MM ATTIJIIIINIEYEI.

ffy@ @W7 C. W. SHERMAN.

A CAR WHEEL. APPLICATION FILED NOV. 3,1914.

Patented Feb. 12, 1918.

lr'wmjaaa. INVENTUR v Q) @mmm ATTDRNE v5.

Cgi

CLIFTON W. SHERMAN, OF BUFFALO, NEW YORK.

CAR-WHEEL.

Specification of Letters Patent.

Patented llleb. l2, lille.

Application filed November 3, 1914. Serial No. 370,057.

To all 'who/nt t may concern.

Bc it known that l, CLIFTON SHERMAN, a citizen of the `United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful improvements in Carlllheels, of which theV following is a specification.

This invention relates to an improvement in the construction of cast metal car wheels.

The invention has for its object the proe duction of cast car wheels in which the formatien of the different sections is such that the bearing surface of the tread or rim is hard, so to increase its wearing capacity, the bore of the hub is soft to permit of easily machining the same in order to prop erly lit the axle; to distribute the metalA to the supporting plates and brackets forming thebody which are of smaller sectional area than the hub and rim, so as to produce a casting without shrinkage strains, spongy spots or other deformation which would impair the strength ofthe casting and to eliminate formation strains.

ln the accompanying drawings Figure. l is a vertical section of a .moldflask for producing car wheel in accorcance with my invention, taken in line l-l, Fig. 2. Fig. :2 is a horizontal section taken on line 2 2, Fig. l. Fig. 3 is a verical section of a car wheel embodying my improvements, taken in line 3-3, Fig. a. Fig. l is a bottom plan view thereof.

Similar characters of reference indicate corresponding parts throughout the several views.

l'n its general construction, the wheel containing my improvements comprises a hub l, an annular rirn or tread 2 arranged concentrically around the hub and provided at its lower edge with a laterally projecting annular flange 3, and a body or supporting member connecting the hub and rirn. |lhe upper unlianged edge of the rim is arranged higher or above the upper end of the hub, as shown in Fig. 3. Although the body or supporting member may be variously constructed so far as the details are concerned, that shown in the drawings is suitable and comprises a horizontal plate or disk which is dished downwardly and connected at the outer edge of its elevated outer part 4 ywith the upper unilanged edge of the rnnwlnle the inner edge ofthe inner depressed part 5 of said plate is connected with the upper end of the hub, an annular row of outer brackets 6 connecting the underside of the plate with the rim and terminating at their inner ends short of the hub and an annular row of inner brackets 7 connecting the underside of said plate with the hub and terminating at their outer ends short of the rim. i

In addition to the inner and outer brackets the plate is preferably provided on its underside with an annular row of intermediate brackets 8 which terminate at their outer and inner ends shortof the rim and hub, respectively. The several brackets are interspaced relatively to cach other and the inner ends ofthe outer brackets and the outer ends of the inner brackets overlap each other, while the intermediate brackets overlap the opposing ends of the inner and outer brackets, as shown in F ig. 4. The outer brackets are preferably so constructed that the sectional area of the same gradually increases from the outer ends toward the inner ends thereof, the inner brackets gradually increase in sectional area from their inner ends toward their outer ends, the intermediate brackets gradually increase in sectional area. from their outer and inner ends toward the central parts of the same as shown in Fig. ll, and the plate gradually increases in sectional area from its inner and outer edges to the inner ends of the outer brackets and the outer ends of the inner brackets shown in Fig. 3.

lf desired, the plate may also be provided witli an annular strengthening bead 9 which is preferably arranged on the upper side between the hub and rim and formed with the outer brackets, the inner brackets, and the intermediate brackets. Each of the brackets is further preferably provided on its opposite sides adjacent to said bead with swells or ribs, as shown at 6a, 7, 8a, for a purpose which will presently appear. The various elements of the wheel just described are all formed integrally.

Within the bore of the hub the same is provided with an inner chill, lining or tool piece l0 preferably of tubular forni and constructed of soft or low carbon steel. rlhis lining is preferably secured to the hub by placing the lining within the mold in which the cast parts of the wheel are formed, so that a fused joint is produced between the hub and lining which knits the same together as effectively as though the same were constructed in one piece of metal. To

further secure the hub and lining against longitudinal displacement relatively to each other the periphery of the lining` is provided with a plurality of laterally projecting members 11 which are preferably in the form of annular ribs, flanges or collars and which are embedded in the metal of the hub so that the lining is securely anchored against displacement. Grdinarily the pouring of molten metal against or around cold metal, as occurs when pouring metal against the metal hub lining, would produce cracks in the casting` owing to the expansion of the cold metal which prevents proper shrinkage of the casting. rlhis diliiculty is overcome in the present instance by making the hub lining collapsible or contractible and in the preferred construction of hub lining this is accomplished by making the same of a plurality of sections which are separated from each other by longitudinal joints 10a, the space or gap at each of thesel joints being 'i bridged by a longitudinal flange 11a arranged on the longitudinal edge of one lining section and lapping over the opposing longitudinal edge of the adjacent lining y section, as shown in Fig. 2.

A wheel of this construction when produced by casting the metal of the hub against the soft steel lining produces a hub the bore of which can be easily machined to lit the axle upon which the saine is to be mounted. The bearing surfaces of the rim and flange are also made solid and hardened by'pouring the metal forming'these parts against a heavy chill. The nature of the metal forming the rim section of the wheel is such as to produce hardness or lend itself to be hardened under proper heat treatment and rapid cooling. Owing to the above described construction of the wheel, the formation of the flanged rim is effected rapidlyY and uniformly while the pouring of the metal proceeds ata uniform rate into the mold at the hub, and during such pouring, the formation of the flanged rim does not begin until practically the entire hub and the inner parts of the body are formed comprising the depressed inner part of the plate,'the inner brackets and the interme-V in the flask. r[he lining l() is placed in the mold around the core 16, the joints between the lining sections at the upper and lower ends thereof being closed by the adjacent parts of the sand 1n the flask and the outer longitudinal edges of these joints being central part of the cope and opens into the upper end of the hubsection of the mold cavity.

The outer chill or Chiller 15 preferably forms that part of themoldwhich extends from the back or upper side of the rim flange upwardly across and above the load line 18 of the wheel so Vthat the bearing surface of the flange and the adjacent part of the bear.-V

ing surface of the rim which receives the wear of the load is densely formed and hardened. Y

At a suitable number of places the cope of the molding flask may be provided Vwith risers 19 which openV into the meld cavityat the heaviest sectional area of the brackets and plate. This heavy sectional areacan beV located at any suitable point between theV Yrim and the hub, it beingthe aim to keep this area of metal molten or in a pasty condition until tlie heavier rim and hub sections have congealed with the assistance ofthe cliillers 10 and 15 and in this way'assist inV relieving the strain on the lighter. plate and Y bracket sections.

As the molten metal is poured through the i sprue into the mold cavity,- the same Vfirst enters the hub cavity and begins fillingthe latter from its lower end upwardly. After the lower end of the hub hasV been formedY the continued rise of the metal tnen begins the formation of the inner brackets and by the time the metal reaches thevtop of the hub cavity the. depressed inner part of the plate and the intermediate brackets have been formed. Up to this time the metal has not yet ent-eredthe rim cavity andV no part of the rim or its flange and adjacent parts have been formed. As the molten metal. surrounds the cold hub liningror chill, the lat ter becomes heated and tends to expand but owing to the'slack joints between the sections of the lining, theV latter is vcontracted by one section thereof sliding circumferentially on another, thereby also compensating for the contraction of the hub when the Y elevated endsof the outer bracket cavities,

the continued inliow of metal through .the

.sprue causes the metal thenceforth to flow rapidly downwardly and outwardly through the outer bracket cavities and fill the rim cavity so that the rim quickly forms withV the outer brackets and; when 'the metal through the sprue causes a quantity of the metal to enter the risers and form a surplus or head of molten metal.

The above described quick and uniform formation of the flanged Vrim section is secured while the molten metal enters the mold cavity at a uniform` rate throughout the casting operation.

T he metal lying against the rim chilland hub chill shrinks, solidifies and contracts first and the plates and brackets and inner side of rim and outer side of hub sections are properly fed by the head or surplus of reserve molten metal in the risers which flows from the same outwardly through the outer brackets and outer parts of the plate, bead and intermediate brackets to the rim, and inwardly through the inner brackets and inner parts of the plate to the hub, thereby compensating or allowing for any shrinkage. and contraction in the metal forming the plate, rim and hub and preventing the formation of any defects which would weaken or affect the strength of the wheel, such as shrinkage holes, spongy spots or piping. The pressure of molten metal tends to strain the congealed circular rim section. This combined with the resistance of the congealed plate section during the cooling period tends to form vertical cracks on the bearing surface of the rim` or tread commonly known as chill cracks. The cavity in the mold forming the bead serves as a gate for obtaining a proper distribution of the metal from the heads to all the brackets and all parts of the plate section and the inner part of the rim and the outer part of the hub.V and in the finished wheel the bead formed in the bead cavity materially strengthens the wheel. rlhe movement of the metal from the risers to the rim and hub in the manner described is facilitated by the gradual enlargement of the sectional area of the mold cavity from the rim cavity inwardly toward the risers and from the hub cavity outwardly toward the risers, this being secured by enlarging the plate from the hub and rim toward the risers as shown in Figs. l and 3, enlargin the outer brackets inwardly, enlarging the inner brackets outwardly, enlarging the intermediatevbrackets from their extremities to the bead which connects the central parts of the last mentioned brackets as shown in Figs. :2 and A and by thecavities forming the swells G, 7a and 8a on the brackets, thereby allowing proper contraction of the rim section in its congealed state and avoiding the defective deformation of vertical chill cracks in the face of the tread. This enlargement of the plate brackets also tends to slow up the setting of the metal contained therein vwhich allows the circumferential and radial shrinkage and contraction of the previously congealed tread section to take place without producing defects known 'as chill cracks.

rflic objects of this increased sectional area of the plate and bracket are thus attained, one to properly assist in feeding the molten metal to the plate and bracket sections adjacent to the rim, and the other to keep this sectional area molten so that the rim section can properly contract.

rlhe chilling of the tread increases the density of the metal therein as well as the hardness thereof. The chilling of the hub with lighter chiller only increases the density of the metal in the same because in the proper formation the hub should be` soft and strong. In' the manufacture of a wheel of this kind, a high carbon metal is preferably employed which will produce steel too hard for easy machining. The use of an inner hub lining or chill made of soft steel is therefore desirable in order to facilitate the boring or machining of the hub so that the wheel maybe properly fitted on its axle. A secondary object of the chill lining in the hub is to increase the density of metal in the hub, not its hardness, thereby aif'oiding the use of heavy gates or risers, because it will tend to cool. this heavy section of metal quickly and thereby make a uniform and dense casting of the hub.

it will be apparent from the foregoing that a car wheel made in accordance with my invention will be practically free from any defects due to shrinkage strains or other improper formation or conditions which are present in wheels made in accordance with themethod heretofore commonly practised.

My improved wheel is therefore much stronger and safer and these advantages are secured in addition to a material decrease in the weight of the wheel and therefore in the cost of the same.

l claim as my invention:

l. A car wheel comprising a metal hub, and a contractible metal lining which is arranged in said hub and on which said hub is cast.

2. A car wheel comprising a hub, and a metal lining on which said hub is cast and which is divided lengthwise into sections and the joint between the longitudinal edges of said sections being bridged.

3. A car wheel comprising a hub, and a` metal lining on which said hub is cast and which is divided lengthwise into sections and the joint between the longitudinal edges of said sections being bridged by a ange arranged on one lining section overlapping an adjacent lining section. U

l. A car wheel comprising a hub, a rim, a laterally projecting flange at one edge of said rim, and a Supporting body connecting said rim and hub and comprising a plate extending' from said rim to the hub, inner brackets extending from the underside of said plate to the hub, outer brackets extending from the underside of said plateV to the rim, the outer'endsof said inner brackets and the inner ends of said outer brackets being interspaced, and an annular bead arranged on said plate between the hub and rim.

5. A car wheel comprising a hub, a rim, aV

. brackets extending from the underside of said plate to the hub, outer brackets extending from the underside of said plate to the Y rim, the outer ends of said inner brackets and the inner ends of said outer brackets, overlapping each other, and intermediate brackets arranged on the underside of said plate and intel-spaced with said outer and inner brackets.

6. A car wheel comprising a hub, a rim, a laterally projecting flange at one edge of said riin, and a supporting body connect-ing said rim and hub and comprising a plate extending from said rim to the hub, inner brackets extending from the underside of said plate tothe hub, outer brackets extending from the underside of said plate to the rim, the outer ends of said inner brackets and the inner ends of said outer brackets overlapping each other, intermediate brackets arranged on the underside of said plate, and an annular bead arranged on said plate and connecting said inner, outer and intermediate brackets.

Y 7. A car wheel comprising a hub, a rim, a laterally projecting flange at one edge of said rini, and a supporting body connecting said rim and hub and comprising a plate extending from said rim to the hub, inner brackets extending from the underside of said plate to the hub, outer brackets extending` from the underside of said plate to the rim, the outer ends of said Vinner bracketsV and the innerendsof said outer brackets overlapping, said inner brackets enlarging in sectional area'from'their inner toward their an annular beadarranged on said plate adjacent to the rim.

9. A car wheel, comprising a-hub, a rim having an annular outwardly-projecting flange at its lower edge'and an` unlangecl upper ledge, a plate which connects thehub with said rim and whichhas its outer partk elevated and its inner part depressed, and an annular bead arranged on the upper side of said plateV adjacent to said rim and projecting upwardly beyondthe upperV edge of said rim.

10. A car wheel comprising a hub, a rim having an annular outwardly Yprojecting flange at its lower edge vand an untlangedV upper edge, a plate which connectsthe hubl i,

` with said rim and which has its outer part elevated and itsinner part depressed, inner and outer brackets arranged on the Linderside of said plate, and anannular beadarranged on said plateand connecting the opposing ends ofsaid inner and-outer brackets.

l1. A car wheelV comprising a hub, a rim having an annular outwardly projecting flange at its lower edgeand Van .unlanged upper edge, a plate which connects the hub with said rim and which has its outer part elevated and its inner part depressed inner, outer and intermediate brackets arranged on the underside of said plate and interspaced relatively to each other, and an annular head1- arranged on said plate and connecting said brackets. i Y Y Witness my hand this 26th day of October, 1914. Y Y l j oLiF'roN w. SHERMAN.

Witness: y' Y Trino. L. Porr.

Copies of this patent may be obtained for ve cents each, by addressing the Commissionerofratents,

Washington, D. C. Y 

